Railway-car



(No Model.) 2 Sheets-Sheet 1. .H. PEARSON. RAILWAY GAR.

m N 3 a E .P E h%e MM m g h M NN w M mww QR m w-R W wu WNRQ, JR N nU m N Mw. 0 W A W; 0 1.. m m w, 2 j E fi M 5 m ESE E Mimi 5 o wavy;

I UNITED STATES PATENT Genres.

. HENRY PEARSON, OF SPRINGFIELD, MASSACHUSETTS.

RAI LWAY-CAR.

sPEoIFIcA'rIoN forming part of Letters Patent No. 543,050, dated July 23, 1895.

Application filed December 31,1894. Serial 115. 533,435. (No model.)

To all whom it may concern:

Be it known that I, HENRY PEARSON, a citizen of the United States, residing at Spring field, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Railway-Cars, of which the following is a specification.

This invention relates to improvements in the bodies of railway sleeping-cars of the class having intermediate between its ends what is known as a drop-bottom, in which bottom may be disposed during the day the berths, the supportingand elevating mechanism therefor, and adjunct devices, all especially pertaining to the sleeping-car.

The object of the invention is to provide new and improved constructions of truss appliances for the body of the car having the dropped portion whereby the car-body as a whole is efficiently trussed, whereby the dropsection may be also amply trussed, and whereby the truss for the car-body and the one for the dropped portion of the car-bod y are capable of being operated or set up independently from each other.

The invention consists in the combination,

' with the car-body having the dropped intermediate bottom section, of peculiarly applied and arranged truss appliances and in the constructions and connection or engagement of certain parts, all substantially as will hereinafter fully appear and be set forth in the claims.

Reference is to be had to the accompanying drawings, in which- Figure 1 is a side elevation of the sleepingcar comprising the intermediate dropped-bottom section with the present improved trussing appliances provided therefor. Fig. 2 is a side elevation, on a larger scale, showing a one end half of the trusses. Fig. 3 is a plan view of the portion of the car-body inverted as pro jected from the portion of the elevation directly above this figure. Fig. 4 is a vertical longitudinal section through the sills at and along one side of the car-bottom, showing the truss-rod connections therewith. Figs. 5 and 6 are vertical cross-sections of parts taken on the lines 5 5 and 6 6,Fig. 4. Fig. 7 is a perspeotive view of an anchoring partto be hereinafter more particularly referred to. Figs. 8 and 9 areperspective views showing bottom po'rtions'of the car and portions of the trussrods and extensible struts and clearly indi cating certain details of construction and the manner of connection and engagement of the various parts one with another.

Referring to-the drawings, the car-body A has the dropped section or pit A intermediate between its ends and occupying a considerable portion of the length of the car. .The carbody has along its bottom at each side the main sill B, below which and parallel therewith is the sub-sill 0, extending throughout the length and at the bottom of the dropped portion A of the car-bod y. The sill B at each side of the car-body proper has the sill-plates cl securely bolted thereto near its ends,'each of which has the ear-pieces (1 d Between the main sill B and the sub-sill G are the paired channel-irons ff, the flanges thereof at top and bottom resting against the bottom of sill B and on and along the top of sub-sill C.

The main sill B forms the top chord of the main truss-that is, the truss for the car-body proper-while the rod 9, having the angu larly-turned end sections 9 g and the rods or sections g connected, by the turn-buckles g together constitute .the lower chord G. H Hare the ties and h h are the struts or braces for the. main truss, which have their positions between the sub-sill O at' the ends thereof and the end portions of the lower chord G.

The sub-sill O constitutes the top chord of and for the secondary truss, the lower chord of the main truss constituting in common the lower chord for this secondary truss, while for the latter truss m m are the tie-members extending from separated points which are between the ends of the chord member G- obliquely to'their engagements with ends of the channel-irons ff, and jj are. the struts or braces for the secondary truss, which extend from the points of connection of the ties m with the lower chord vertically to the sub-sill (J. The ties m m have their engagements with the ends of the channel-irons ff in this manner: Each tie has a head m at its upper end. A plate or block it rests against the endsof the paired channel-ironsand byits flange n at its top overlies the upper edges thereof. This block has the aperture n3 leading from its one edge beyond its middle.

Each tie-rod m is made in sections and united by the turn-buckle m The sub-sill is bored obliquely, as seen at t, to permit the passage through it of the tie-rod from its anchorage at the ends of the channel-irons to its connection with the chord member.

The engagement of the tie-bar m is made by having its upper section disconnected from the turn-buckle and brought to engagement with the plate a. This section of the tie-bar is now passed endwise between the channel-irons and through the oblique hole t therefor in the sub-sill O, and the plate is brought to its bearing against the ends of the channel-irons.

.The upper section of the tie-rod is by the turn-buckle m connected to the lower section, and its eye-formed lower end is connected by the bolt u to the upstanding eanpieces 7) i), which are formed as rising parts of the chord member G at suitable place or places intermediate of the length of the chord G. Each strutj has its lower end in bearing against the tops of the said ear-pieces t 1;.

All of the struts are preferably formed extensiblethat is, each comprises a pedestal or hanger 20 which is bolted to the sub-sill C, constructed with an axial hole in its lower portion and a lower section 22 to bear on the chord member G, and which has the screw-threaded upper shank which, for a portion thereof, loosely enters the socket in the upper section and has on its threaded portion below the so-entered part the adjustingnut 23, which forms the bearing-piece for the one part of the strut against the other. Of course by lowering or raising the nuts the strut will be accordingly shortened or lengthened.

Having thus described my invention, what I claim, and desire to secure by Letters Patent, ise 1. In a railway car having at its sides, the main sills, B, and constructed with the depressed intermediate portion or well, A which has along its bottom at its sides the sub-sills, G, a main truss at each side of the car body constructed, as to its upper chord by the main sill, and comprising'the lower chord, G, ranging horizontally below the sub-sill, struts, h, 7!, between the lower chord and the end portions of the sub-sill, the ties extending obliquely between the lower chord and mainsill, and supporting members between intermediate portions of the lower chord and intermediate portions of the sub-sill, substantially as described.

2. In a railway car, the car-body having the main sills and constructed with the intermediate well, A which has the sub-sills, C, a main truss and a secondary truss at each side ofthe car, the main truss having the top chord thereof constituted by the main sill, and having the lower chord, G, the struts, it, h, between the end portions of the sub-sill and the ends of the lower chord and the ties, H, H,

obliquely connecting thelower chord with the main sill, and the secondary truss comprising the ties, m, m, connecting intermediate portions of chord, G, with the end portions of the well, and one or more struts, j, substantially as described.

3. In a railway ear, the car-body having the main sills, and constructed with the intermediate well, which has the sub-sills; the longitudinal channel-irons,f, f, between the main and sub-sills; the struts, h, h, depending from the ends of the sub-sill; the lower chord, G, of the main truss ranging below the sub-sill, and engaged by said struts; the ties, II, II, extending obliquely from the points of engagement of said struts with the main truss lower chord to the main sill at points en dwise outside of the aforesaid well; one or moreintermediate struts, j, between the aforesaid chord, G, and the sub-sills; and the tie-bars, mm), connecting the points of engagement of the intermediate struts with chord, G, and the ends of the channel-irons, the several struts and tie-members being extensible, substantially as described.

l In a railway car, in combination with the car-bodyhaving the main sills and constructed with the depressed intermediate portion which has the sub-sills, O, the longitudinal channelirons between the main and sub sills, the main truss comprising main sill, lower chord, G, struts, h, 71 and ties, II, II, the plates resting against the ends of the channel-irons, and having the aperture extending from one edge thereof, the tie-members, m, comprised in the secondary truss having enlarged heads which engage the said apertured plate and extend obliquely between the channel'irons to connection each with an intermediate point of the aforesaid lower chord members, G, and the strutsj j, substantially as described.

5. In a railway car in combination, the carbody having the intermediate well, A from end portions of which are the depending struts, 7t, 7t, and the chord member, G, which is constructed with the upwardly standing ear-lugs, v, e, and having the obliquely turned terminals, the rods, g and the turn-buckles which connect them with said terminals, g whereby the tie members, II, are constituted which are connected to the bottom of the car, proper, the intermediate struts y', depending from the base of the well at intermediate points thereof, and having their lower ends in bearingengagements against the tops of said ear-lugs, and the tie-members, m, in, having connections with the base of the well near the end portions thereof and extending diagonally therefrom to connections with and between the said ear-lugs, of the chord member, G, substantially as described and shown.

HENRY PEA SON.

Witnesses: i

W M. S. BELLo'ws, K. I. CLEMoNs. 

